Two wheeled vehicle with all wheel drive system

ABSTRACT

A two wheeled vehicle with a first wheel and a second wheel includes a first electrical motor operable to drivingly rotate the first wheel and a second electrical motor operable to drivingly rotate the second wheel. The vehicle also includes a controller operable to independently control the first and second electrical motors to drive rotation of the first and second wheels independent of each other.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/349,015, filed on May 27, 2010. The entire disclosure of the aboveapplication is incorporated herein by reference.

FIELD

The present disclosure relates to a two wheeled vehicle and, moreparticularly, relates to a two wheeled vehicle with all wheel drive.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

Motorcycles, mopeds, scooters and other two wheeled motorized vehiclesare the vehicle of choice for millions of riders. These vehicles can berelatively compact as compared to full size cars and trucks, andtherefore, these vehicles can maneuver with relative ease through heavytraffic and other crowded areas.

Also, these vehicles can be relatively lightweight, allowing for quickeraccelerations and better handling. Moreover, because these vehicles arerelatively low weight, these vehicles can be fairly fuel efficient.

Although conventional two wheeled vehicles have functioned adequatelyfor their intended purposes, several needs remain. For instance,conventional two wheeled vehicles may still be too large to ride inextremely congested areas, too bulky to store in small areas, etc. Also,while these vehicles do provide fuel efficiencies, many of thesevehicles still consume substantial amounts of fuel, produce harmfulemissions, and the like.

Accordingly, there remains a need for an extremely compact two wheeledmotorized vehicle that is even more fuel efficient than conventionalvehicles. Moreover, there remains a need for one or more safety featuresfor a two wheeled motorized vehicle of this type. In addition, thereremains a need for a configurable vehicle of this type. Still further,there remains a need for a vehicle of this type, which can bemanufactured efficiently.

SUMMARY

This section provides a general summary of the disclosure, and is not acomprehensive disclosure of its full scope or all of its features.

A two wheeled vehicle with a first wheel and a second wheel isdisclosed. The first and second wheels have a respective axis ofrotation, and the axes of rotation are non-aligned with each other. Thevehicle includes a first electrical motor operable to drivingly rotatethe first wheel and a second electrical motor operable to drivinglyrotate the second wheel. The vehicle also includes a controller operableto independently control the first and second electrical motors to driverotation of the first and second wheels independent of each other.

A method of controlling a two wheeled vehicle with a first wheel and asecond wheel is also disclosed. The first and second wheels have arespective axis of rotation, and the axes of rotation are non-alignedwith each other. The method includes providing a first electrical motoroperable to drivingly rotate the first wheel and providing a secondelectrical motor operable to drivingly rotate the second wheel.Furthermore, the method includes independently controlling the first andsecond electrical motors to drive rotation of the first and secondwheels independent of each other.

Moreover, a two wheeled vehicle is disclosed that includes a first wheelwith a first tire, a first rim, and a first electrical motor that ishoused within the first rim. The first wheel rotates about a first axisof rotation. The first electrical motor is operable to drivingly rotatethe first wheel. The vehicle also includes a second wheel with a secondtire, a second rim, and a second electrical motor that is housed withinthe second rim. The second wheel rotates about a second axis ofrotation. The second electrical motor is operable to drivingly rotatethe second wheel. The first and second axes of rotation are non-alignedwith each other. Furthermore, the vehicle includes a controller operableto independently control the first and second electrical motors to driverotation of the first and second wheels independent of each other. Thecontroller is operable to compare an operating condition of the firstand second electrical motors, and the controller is operable toindependently control the first and second electrical motors to maintainthe operating condition of the first and second electrical motors withinapproximately 100% to 95% of each other. The controller is also operableto substantially simultaneously cut power to both the first and secondelectrical motors when the operating condition of the first and secondelectrical motors is less than 95% of each other.

Further areas of applicability will become apparent from the descriptionprovided herein. The description and specific examples in this summaryare intended for purposes of illustration only and are not intended tolimit the scope of the present disclosure.

DRAWINGS

The drawings described herein are for illustrative purposes only ofselected embodiments and not all possible implementations, and are notintended to limit the scope of the present disclosure.

FIG. 1 is a perspective view of an exemplary embodiment of a two wheeledvehicle and rider according to various teachings of the presentdisclosure;

FIG. 2 is a perspective view of the vehicle of FIG. 1;

FIG. 3 is a rear view of the vehicle of FIG. 1;

FIG. 4 is a top view of the vehicle of FIG. 1;

FIG. 5 is a side view of the vehicle of FIG. 1;

FIG. 6 is a perspective view of the vehicle of FIG. 1 with the outerbody panel assembly removed;

FIG. 7 is a rear view of the vehicle of FIG. 1 with the outer body panelassembly removed;

FIG. 8 is a top view of the vehicle of FIG. 1 with the outer body panelassembly removed;

FIG. 9 is a side view of the vehicle of FIG. 1 with the outer body panelassembly removed;

FIG. 10 is a schematic view of a control assembly of the vehicle of FIG.1;

FIG. 11 is an exploded view of a wheel assembly of the vehicle of FIG.1;

FIG. 12 is a cross sectional view of the wheel assembly of FIG. 11; and

FIG. 13 is a flowchart of a method of controlling the vehicle of FIG. 1.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference tothe accompanying drawings.

Referring initially to FIGS. 1-9, a two wheeled vehicle 10 isillustrated according to various exemplary embodiments. As will bediscussed, the two wheeled vehicle 10 can provide convenienttransportation for at least one rider 12 (FIG. 1) on surfaced streets,off-road, or on any other suitable riding surface. The vehicle 10 isillustrated with one rider 12; however, it will be appreciated that thevehicle 10 can be adapted for accommodating more than one rider 12 insome embodiments.

The vehicle 10 can include a main body 14 (FIGS. 6-9) with a frameassembly 15 (FIGS. 6-9) and an outer body panel assembly 16 that coversthe frame assembly 15 (FIGS. 1-5). The vehicle 10 can also include acontrol assembly 29 with a controller 30 that is housed by a controllerhousing 36 (FIG. 10). The controller 30 can communicate with and providecontrol signals to the various systems of the vehicle 10 as will bediscussed. Moreover, the control assembly 29 can be removably coupled tothe main body 14 so as to be modular as will be discussed. Also, thevehicle 10 can include front and rear wheel assemblies 18 a, 18 b thatare each rotatably coupled to the main body 14. The wheel assemblies 18a, 18 b are arranged in a single track fashion similar to a motorcycle,scooter, moped, or motorized bicycle such that the axes of rotation ofthe wheel assemblies 18 a, 18 b are non-aligned with each other. In someembodiments, the track of the wheel assemblies 18 a, 18 b can besubstantially aligned with each other when the vehicle 10 travels in astraight line. In other words, the imaginary line tangent to the wheelassembly 18 a, 18 b and parallel to the direction of travel for eachwheel assemblies 18 a, 18 b can be substantially colinear when thevehicle 10 travels straight. However, in other embodiments, the track ofthe wheel assemblies 18 a, 18 b can be offset from each other in adirection parallel to the axis of rotation of the wheel assemblies 18 a,18 b. In the latter case, the offset can be as much as 0.25 inches. Thisoffset can provide added stability for the vehicle 10, especially at lowspeeds, because less work is necessary for balancing the vehicle 10. Theoffset can also reduce tread/tire wear.

The wheel assemblies 18 a, 18 b can extend partially out of the outerbody panel assembly 16 and can support the main body 14. Still further,the vehicle 10 can include handlebars 20, a seat 22 on which the rider12 can be supported, and foot pegs 24 that extend out from the outerbody panel assembly 16.

The wheel assemblies 18 a, 18 b can be of any suitable size and type.For instance, the wheel assemblies 18 a, 18 b can each include arespective tire 21 (e.g., an approximately ten inch diameter tire 21with a width of approximately four inches). Also, the tires 21 can beairless tires or can be an inflatable tire 21.

Moreover, the wheel assemblies 18 a, 18 b can be operably coupled to themain body 14 by a respective suspension system (e.g., shocks, struts,etc.). As will be discussed, the suspension system can allow the centerof gravity and pivot point of the vehicle 10 to be relatively low to theground (e.g., between approximately seven (7) and twelve (12) inchesfrom the ground). This can increase stability of the vehicle 10, canallow the vehicle 10 to be relatively compact (e.g., with a relativelyshort wheel base), and/or can increase cargo space within the vehicle10.

The vehicle 10 can also include a throttle or other input device thatthe rider 12 can use to accelerate the vehicle 10. The throttle can beoperably coupled to the handlebar 20. The vehicle 10 can also includeone or more motors 50 (FIGS. 11 and 12), which will be described below,and rotation of the throttle can increase output of the motor 50 todrivingly rotate the wheel assemblies 18 a, 18 b and accelerate thevehicle 10. The throttle can be mechanically coupled (via a mechanicallinkage) to the motor 50, or signals can be transferred from thethrottle to the motor 50 via a drive-by-wire system. It will beappreciated that the drive-by-wire system can allow the handlebars 20 tobe more self-contained and can allow the throttle to be moved betweenthe left and right handlebars 20 (e.g., to accommodate both right-handedand left-handed riders 12). Moreover, this system can allow thehandlebars 20 to be more modular and more easily retracted or foldedinto or toward the outer body panel assembly 16 or entirely removed fromthe vehicle 10.

Moreover, one or both wheel assemblies 18 a, 18 b can be equipped with arespective braking system (disc brakes, drum brakes, regenerativebrakes, etc.). Also, handlebars 20 can include braking controls (e.g.,hand brake levers) used to selectively activate the braking system anddecelerate the vehicle 10 as will be discussed. Moreover, the vehicle 10can include an emergency brake for braking the vehicle 10. The brakescan be of any suitable type, such as mechanical brakes, hydraulicbrakes, pneumatic brakes, etc. Also, in some embodiments, one or bothwheel assemblies 18 a, 18 b can include an electric motor used for bothdrivingly rotating the respective wheel assembly 18 a, 18 b and fordecelerating the vehicle 10 as will be discussed. The braking system canbe physically connected to the controls (brake levers, etc.) or thebraking system can be a brake-by-wire system.

The front wheel assembly 18 a can be steerable and can have a maximumsteering angle ranging between approximately ten (10) to thirty-five(35) degrees from center in both directions. For instance, in someembodiments, the maximum steering angle is approximately 18.5 degreesfrom center in both directions.

In addition, in some embodiments, one or both of the wheel assemblies 18a, 18 b can be selectively retractable within the outer body panelassembly 16 toward and away from the ground. Also, in some embodiments,the vehicle 10 can include a retainer device (not specifically shown)that selectively retains the wheel(s) 18 a, 18 b in the retractedposition and alternatively in the extended position. Accordingly, thewheel(s) 18 a, 18 b can selectively retract within the outer body panelassembly 16 to make the vehicle 10 more compact. Alternatively, one orboth wheel assemblies 18 a, 18 b can be selectively extended at leastpartially out of the outer body panel assembly 16, as shown in FIG. 1,in order to rollingly support the vehicle 10. It will be appreciatedthat the wheel assemblies 18 a, 18 b can retract and move in anysuitable direction relative to the main body 14 in order to move betweenthe retracted and extended positions. Moreover, the movement of thewheel assemblies 18 a, 18 b between the retracted and extended positionscan be controlled manually (e.g., by hand) or automatically (e.g., byelectrical motors).

In addition, in some embodiments, the handlebars 20 and/or the footpegs24 can be selectively extendable and retractable. For instance, when thevehicle 10 is going to be stored, the handlebars 20 and/or the footpegs24 can be retracted (e.g., actuated, folded, or otherwise retractedtoward and/or inside the outer body panel assembly 16). Then, before useof the vehicle 10, the handlebars 20 and/or the footpegs 24 can beactuated, unfolded, or otherwise extended away from and/or outside theouter body panel assembly 16. This movement can be controlled manuallyor automatically.

Also, as will be discussed, the vehicle 10 can include anall-wheel-drive system. In other words, the wheel assemblies 18 a, 18 bcan be independently driven by respective motors and controlled toprovide all wheel drive to the vehicle 10. As will be discussed, theall-wheel-drive system can improve handling, for instance, because thevehicle 10 can have a relatively short wheel base. However, in otherembodiments, only one of the wheel assemblies 18 a, 18 b is drivinglyrotated by a motor. In still other embodiments, both wheel assemblies 18a, 18 b are drivingly rotated by the same motor.

In addition, the vehicle 10 can include a lighting system 17. Thelighting system 17 can include any number of devices for emitting light,such as one or more headlights, brake lights, turning signals, and otherlights. These lights can include light-emitting diodes (LEDs) such thatpower consumption by the lighting system 17 is relatively low.

Furthermore, the vehicle 10 can include rearview mirrors, for instance,mounted to the handlebars 20. It will be appreciated that these featurescan be included such that the vehicle 10 can comply with correspondingtraffic laws or other rules and regulations.

The vehicle 10 can also include an energy storage device 19 or powersource for providing power to the various electrical components of thevehicle 10 (e.g., the lighting system 17, computerized control systems,motor(s), etc.) The energy storage device 19 can be of any suitabletype, such as a battery assembly 26, which is schematically illustratedin FIGS. 6-9. The battery assembly 26 can include two battery packs,which can include any suitable number of cells (e.g., lithium-ioncells). For instance, in some embodiments, only one battery pack is usedfor powering the vehicle 10, and the other battery is a backup batterypack that selectively powers the vehicle 10 when the first battery packruns low on stored energy. In some embodiments, the vehicle 10 can havea range of approximately eighty miles per charge when driving atapproximately twenty miles per hour. Also, in some embodiments, thevehicle 10 can have a range of approximately sixty miles per charge whendriving at approximately twenty-five miles per hour. It will beappreciated that the range provided by the battery assembly 26 or otherenergy storage device 19 can vary (e.g., between 20 miles to 100 milesper charge). Also, in some embodiments, the vehicle 10 can accept one ormore upgraded battery assemblies 26 for extending the range of thevehicle 10.

The battery assembly 26 can be rechargeable. For instance, the vehicle10 can include a power cord for plugging into a conventional poweroutlet to thereby recharge the battery assembly 26. Furthermore, if thebattery assembly 26 is running low on stored power, the battery assembly26 can be removed and replaced with a charged battery assembly 26. Inaddition, the battery assembly 26 can be removed and charged separatefrom the vehicle 10 in some embodiments. Moreover, in some embodiments,the braking system for the decelerating the wheel assemblies 18 a, 18 bcan generate power during use, such that application of the brakesgenerates electricity, which is transmitted to the battery assembly 26for storage.

Also, in some embodiments, the vehicle 10 can include one or more solarcells 58 (FIGS. 2 and 4) for converting light into energy, which is thenused to recharge the vehicle battery assembly 26. The solar cells 58 canalso provide power to systems when the vehicle 10 is powered down tothereby maintain standby electronic management of the vehicle 10. Thesolar cells 58 can be disposed in any suitable location on the vehicle10, such as the outer body panel assembly 16, the main body 14, and/orthe handlebars 20. The solar cell 58 can be operated continuously whilethe vehicle 10 is powered up so that the solar cell 58 continuouslysupplies energy to the battery assembly 26. Additionally, in someembodiments, the solar cell 58 can be removably connected to the vehicle10. For instance, the solar cell 58 can be a separate unit thatremovably and electrically connects to the battery assembly 26 forselective use. As such, the solar cell 58 can be foldable to be morecompact when not in use. Also, in some embodiments, the vehicle 10 caninclude a solar cell 58 that is fixedly connected to the vehicle 10 andan additional solar cell 58 that is removably connected to the vehicle10, wherein the fixed solar cell 58 continuously charges the batteryassembly 26, and the removable solar cell 58 is selectively availablefor additional charging capability (e.g., when the vehicle 10 is parkedand/or powered down).

The vehicle 10 can also include a variety of user control devices, suchas a throttle, which is operably coupled to the handlebars 20. Also, thevehicle 10 can include turning signal controls and a handbrake lever(not specifically shown), which are both operably coupled to thehandlebars 20. In some embodiments, the vehicle 10 can include a clutchcontrol (e.g., clutch control lever) for controlling a clutch of atransmission system; however, in other embodiments, the vehicle 10 canbe a direct drive system without a transmission system, such that aclutch control is not included.

Still further, the vehicle 10 can include one or more displays 28, whichis/are disposed adjacent the handlebars 20 or elsewhere on the vehicle10. In some embodiments, the display 28 can be touch-sensitive (i.e.,the display 28 can be a touch-sensitive input device). As such, therider 12 can input control commands by physically touching the display28 to control the various components of the vehicle 10 in a convenientmanner. It will be appreciated, however, that the vehicle 10 can includeany other input device for inputting control commands. Additionally, thedisplay 28 can provide information about the vehicle visually. Forinstance, the display 28 can indicate the amount of available chargewithin the battery in the vehicle 10, the charging state of the battery,the current vehicle mode, wireless interface status, and/or otherinformation. Moreover, the display 28 can indicate to the user that thevehicle 10 is communicating wirelessly with another vehicle 10 or withan external device. Also, in some embodiments, the vehicle 10 caninclude audio transducers (e.g., speakers) for providing alarms aboutthe state of the vehicle 10 or other audible signals. Moreover, in someembodiments, the vehicle 10 can include tactile transducers (e.g.,vibrating surfaces) for providing information about the vehicle 10 in atactile fashion.

It will be appreciated that the vehicle 10 can be relatively compact andlightweight. For instance, in some embodiments, the total length of thevehicle 10 can be between approximately 20 inches to 100 inches (e.g.,40 inches or approximately one (1) meter). Also, the wheel base lengthcan be between approximately 10 to 75 inches. Additionally, the wheelbase length can be between 26 inches and 36 inches. Furthermore, theheight (i.e., wheel base to handlebars 20) can be between approximately10 to 100 inches (e.g., 37 inches). Moreover, the width of the outerbody panel assembly 16 can be between approximately 4 inches to 60inches (e.g., 8.5 inches), and the width of the handlebars 20(end-to-end) can be approximately 22 inches.

Furthermore, the vehicle 10 can be compact enough acid light enough forshipping using standard means. For example, the vehicle 10 can beshipped in one complete unit or in separate parts, with each partweighing less than the limit for standard freight shipping (e.g., 100pounds). In addition, the vehicle 10 can be configured for sale anddistribution on the internet or other computerized electronic network.Also, the vehicle 10 can include designated hand grips (separate fromthe handlebars 20) for lifting and moving the vehicle 10 when thevehicle 10 is not powered. Thus, the vehicle 10 can be very portable.

Referring to FIG. 10, exemplary embodiments of the control assembly 29will now be discussed. As stated above, the control assembly 29 caninclude a controller 30, a processor 32, a memory module 34, as well asother computerized components suitable for controlling the varioussystems of the vehicle 10. In addition, the control assembly 29 caninclude a gyroscope or other similar component for detecting theorientation of the vehicle 10 in space, and this data can be processedby the processor 32 for controlling the vehicle 10.

Additionally, as shown in FIG. 10, the control assembly 29 can include acommunication system 33 for communicating information with a server 60and/or other vehicles 62 a, 62 b, 62 n within a computerized network. Insome embodiments, the control assembly 29 can download programs, maps,or other information from the server 60, can upload past or presentoperating conditions of the vehicle 10 to the server 60, and/or cantransmit any other suitable information to the server 60 and/or thevehicles 62 a, 62 b, 62 n within the network. The communication system33 can include a wireless transceiver (e.g., Bluetooth and/or digitalsignal transmitting and decoding devices) and/or can include one or moreconnectors for attaching wires for establishing communications.

As mentioned above, the controller 30, the processor 32, the memorymodule 34, the communications system 33 and other components of thecontrol assembly 29 can be self-contained within the controller housing36. The controller housing 36 can be made out of a strong, rigidmaterial that is similar to the material of the outer body panelassembly 16. Also, in some embodiments, the display 28 can be providedand exposed through the controller housing 36.

As mentioned above, the controller housing 36 can house the controller30, the processor 32, the memory module 34, the communication system 33,the display 28, and other components of the control assembly 29,independent of the main body 14, the wheel assemblies 18 a, 18 b, thelighting system 17, motors, etc. Also, the control assembly 29 can beremovably attached to the main body 14 of the vehicle 10. For instance,the outer body panel assembly 16 can define an opening 37 into which thecontrol assembly 29 can be removably received. The controller housing 36can remain exposed when attached to the main body 14 such that thecontroller housing 36 partially defines an outermost surface of thevehicle 10. In other embodiments, the outer body panel assembly 16 caninclude a covered compartment in which the control assembly 29 isreceived and housed.

The vehicle 10 can also include a latch assembly that removably securesthe control assembly 29 to the main body 14. The latch assembly allowsthe control assembly 29 to be removed from the main body 14 by handwithout the need for special tools.

When the control assembly 29 is attached to the main body 14, thecontrol assembly 29 can be in communication with the battery assembly26, the lighting system 17, motor(s) 50 that drive the wheel assemblies18 a, 18 b, and other components of the vehicle 10. For instance, thevehicle 10 can include one or more electrical couplings that establisheselectrical communication between the control assembly 29 and thesecomponents. Specifically, the electrical coupling can include a maleconnector mounted the control assembly 29 and a female connector mountedon the main body 14, or vice versa. The male and female connectors canremovably and electrically connect together when the control assembly 29is attached to the main body 14. As such, control signals, feedbacksignals, etc. can be transmitted between the control assembly 29 and theelectrical components of the main body 14 when the control assembly 29is attached to the main body 14.

The control assembly 29 can also include connectors (e.g., USB ports,firewire, HDMI, RGB, etc.) for establishing electrical communicationwith external devices, and these connectors can be used for uploadinginformation, downloading information, connecting with a cellulartelephone, etc. The controller 30 can also be equipped with its ownsoftware (e.g., integrated communication engine) for upgrading or addinguser features, diagnostics, and/or interfacing with other electricaldevices such as portable electronic devices, cell phones, etc. viastandard computer interfaces such as a USB port. Additionally, thecontrol assembly 29 can have an energy storage device, such as abattery, that is used to power the control assembly 29 (e.g., to powerthe display 28) when the control assembly 29 is separated from the mainbody 14 of the vehicle 10. Also, in some embodiments, the controlassembly 29 can include a respective power cord for connecting to astandard power outlet for powering the control assembly 29 whenseparated from the main body 14.

The stand-alone weight of the control assembly 29 can be relatively lowso that the control assembly 29 can be carried easily by hand. Also, thecontrol assembly 29 can include a handle, strap, or other similarfeature to make the control assembly 29 even more portable.

Thus, the rider 12 can transport the control assembly 29 away from therest of the vehicle 10 when desired. Accordingly, the rider 12 can bepark the vehicle 10 in a public space and take the control assembly 29away from the parked vehicle 10, thereby rendering the vehicle 10undrivable and also taking some of the most expensive components awayfrom the vehicle 10.

Also, in some embodiments, the control assembly 29 can be a modularcomponent that can be interchangeable with other control assemblies 29.Thus, a newer control assembly 29 with updated software or otheradditional features can be used to replace an older control assembly 29.Accordingly, the vehicle 10 can be upgraded very easily.

Referring now to FIGS. 6-9, the frame assembly 15 will be described ingreater detail. The frame assembly 15 can include a plurality ofinterconnected, elongate, and hollow rigid members. The frame assembly15 can be substantially be made out of aluminum, steel, or any othersuitable material. Also, the elements of the frame assembly 15 can beattached in any suitable fashion, such as by welding, fasteners, and thelike. As shown in FIG. 9, the frame assembly 15 can include a centerframe 38 with a central beam 39, a lower beam 41, a forward beam 43, anda rear beam 45. The forward and rear beams 43, 45 can be fixed togetherand can extend between the upper and lower beams 39, 41. Also, as shownin FIG. 8, the frame assembly 15 can include a rear upper frame member40 and a forward upper frame member 42. The upper frame members 40, 42can each be generally U-shaped and can extend from opposite ends of thecenter beam 39. Accordingly, the frame assembly 15 can be relativelylightweight and yet sufficiently robust. Also, the frame assembly 15 canbe relatively easy to manufacture.

Referring now to FIGS. 1-5, the outer body panel assembly 16 will bedescribed in greater detail. As shown, the outer body panel assembly 16can include a front panel 46, a rear panel 48, and a side panel assembly44. The front rear panels 46, 48 can be substantially flat andplate-like, and the side panel assembly 44 can extend substantiallycontinuously about the vehicle 10 and between the front and rear panels46, 48. Also, the side, front, and rear panels 44, 46, 48 can include aplurality of openings for mounting lights, for providing clearance forthe handlebars 20 and foot pegs 24, and for defining openings or wheelwells for the wheel assemblies 18 a, 18 b. In some embodiments, theside, front, and rear panels 44, 46, 48 of the outer body panel assembly16 can be made out of a lightweight material, such as aluminum and/orrigid plastic material and can be highly recyclable and/or made fromrecycled materials. It will be appreciated that the outer body panelassembly 16 can be relatively lightweight and can also include openingsfor promoting airflow within and through the vehicle 10 for cooling thebattery assembly 26, the control assembly 29, and other components ofthe vehicle 10. Also, the seat 22 can be positioned in a respectiveopening in the side panel assembly 44. The seat 22 can include a paddedfoam bun. Still further, a cargo space can be defined beneath the seat22 and/or at the front end of the vehicle 10.

Thus, the outer body panel assembly 16 can be of a substantiallyrectangular, box-shaped, monolithic construction, wherein the outer bodypanel assembly 16 can provide structure and support as well as aestheticappeal. In addition, because of the substantially monolithic (i.e.,uni-body) construction of the outer body panel assembly 16, the outerbody panel assembly 16 can provide added security for storage of itemstherein, including the controller 30, items within the cargo space, etc.The monolithic construction of the outer body panel assembly 16 can alsogreatly simplify assembly and manufacture of the vehicle 10. The outerbody panel assembly 16 can also be relatively light weight, and yet theouter body panel assembly 16 can have high strength. The outer bodypanel assembly 16 can embody a full exoskeleton-type support or cancooperate with the frame assembly 15 to provide structural support ofthe vehicle 10. Furthermore, the outer body panel assembly 16 can behighly aerodynamic (i.e., low drag coefficient) to increase energyefficiency. Also, in some embodiments, the outer body panel assembly 16can resemble a suitcase, which can reduce frontal area and produceminimal drag during travel.

Referring now to FIGS. 2, 5, 6, 11, and 12, the wheel assemblies 18 a,18 b will now be discussed in greater detail. As shown, the wheelassemblies 18 a, 18 b can each include a tire 21, a rim 72, a hub motor50 (FIGS. 11 and 12), and an axle 84. The rim 72 can be encircled by thetire 21, and the hub motor 50 can be housed within the rim 72. As willbe discussed, the hub motor 50 can drivingly rotate the respective wheelassembly 18 a, 18 b about its axis of rotation.

Each axle 84 can be coupled to the frame assembly 15 (e.g., by arespective fork), and each axle 84 can rotatably support the respectivemotor 50, rim 72, and tire 21. In some embodiments, the axle 84 can beless than eight inches long.

One or both of the wheel assemblies 18 a, 18 b can include the featuresshown in detail in FIGS. 11 and 12. As shown, the rim 72 can include anouter ring portion 74, an inner ring portion 76, and a plurality ofspoke portions 78 that extend radially between the inner and outer ringportions 74, 76. The ring portions 76, 78 and spoke portions 78 can beintegrally connected so as to be monolithic. Also, the ring portions 76,78 and spoke portions 78 can be molded or formed on a mill and/or latheout of Aluminum, Aluminum alloy, or any other suitable material. Assuch, these portions of the rim 72 can be monolithic and weld-free suchthat the rim 72 is relatively lightweight. However, in otherembodiments, these portions of the rim 72 can be welded or otherwisefastened together.

The rim 72 can also include a first end cap 80 and a second end cap 82.The end caps 80, 82 can be substantially flat and disc-shaped and can bemade out of Aluminum, Aluminum alloy, or any other suitable material. Asshown in FIG. 12, the end caps 80, 82 can be fixed to opposite sides ofthe inner ring portion 76 (e.g., by fasteners, etc.) to thereby coverthe respective openings in the inner ring portion 76 and further enclosethe motor 50 within the rim 72. In other embodiments, only one of theend caps 80, 82 is removably coupled to the inner ring portion 76 (e.g.,by fasteners) while the other end cap 80, 82 is integrally coupled tothe inner ring portion 76 so as to be monolithic. The end caps 80, 82can also be rotatably coupled to the respective axle 84, for instance,by a known bearing (not shown). Additionally, the rim 72 can be highlyheat conductive to thereby transfer heat generated by the motor 50 awayfrom the wheel assembly 18 a, 18 b.

The hub motor 50 can be of any suitable type, such as an electric motor(e.g., a brushless DC motor) having a stator 86 and a rotor 88 (bothschematically shown in FIGS. 11 and 12). The stator 86 can include aplurality of electromagnets that are electrically connected to thecontrol assembly 29 (FIG. 12), and the stator 86 can be fixed to theaxle 84. The rotor 88 can include a plurality of permanent magnets thatis fixed directly to an interior surface 90 of the inner ring portion76. In other embodiments, the rotor 88 is integrally connected to theinterior surface 90 so as to be monolithic. For instance, in the latterembodiment, the inner ring portion 76 can be made at least partiallyfrom a magnetic material such that the inner ring portion 76 itselffunctions as the rotor 88 of the motor 50.

The motor(s) 50 can also include any number of sensors to detect variousconditions of the motor 50. For instance, the motor(s) 50 can includeposition sensors, such as HAL position sensor(s) in some embodiments.

When the stator 86 is energized, the stator 86 can drive the rotor 88(and thus the rim 72 and tire 21) in rotation about the axle 84. It willbe appreciated that the rim 72 can function both as a structural memberof the wheel assembly 18 a, 18 b as well as a housing for the motor 50because the stator and rotor 86, 88 can be encased only by the innerring portion 76 and the end caps 80, 82. In other words, the stator 86and rotor 88 can be directly exposed to the rim 72, and the motor 50need not include a separate housing. As such, the wheel assembly 18 a,18 b can be relatively low in weight. For example, each wheel assembly18 a, 18 b can weigh between approximately eight and fifteen poundsapiece. It will be appreciated, however, that the motors 50 couldinclude a housing that is separate and distinct from the rim 72. It willalso be appreciated that the rim 72 can include a sealant thatsubstantially seals any gaps and inhibits unwanted debris from intrudinginto the motor 50.

Also, in some embodiments, the motors 50 can be easily replaceable andinterchangeable with alternate motors 50. For instance, the wheelassemblies 18 a, 18 b can be disassembled (e.g., the end cap(s) 80, 82can be removed from the inner ring portion 76), and the motor 50 can beremoved and replaced with alternate components. Accordingly, the wheelassemblies 18 a, 18 b can also be modular and adaptable.

The hub motors 50 can have any suitable output, such as one (1) to onehundred (100) horsepower. For instance, in some embodiments, the hubmotors 50 can each be a four horsepower motor. Accordingly, the vehicle10 can have any suitable maximum speed (e.g., approximately forty mph),and this maximum speed may or may not be electronically limited by thecontroller 30 to comply with traffic laws or any other appropriate ruleor regulation. Also, the vehicle 10 can accelerate from zero to fortymph in four to six seconds in some embodiments. Furthermore, in someembodiments, the vehicle 10 can accelerate to average speed in less thantwelve seconds. The motors 50 can perform as direct drive motors 50(i.e., without a transmission system) and directly drive the rim 72 andtire 21 for added weight savings. Accordingly, the wheel assemblies 18a, 18 b can be powerful and yet relatively light (e.g., approximatelyten to twenty pounds each). The wheel assemblies 18 a, 18 b can also berelatively compact.

Referring now to FIG. 9, additional embodiments of motors 52 a, 52 b forthe vehicle 10 are illustrated. As shown, the vehicle 10 can includerespective front and rear belt drive motors 52 a, 52 b that are disposedoutside the respective wheel assemblies 18 a, 18 b. The belt drivemotors 52 a, 52 b can be electric motors or other suitable motors thatare operably connected to respective ones of the front and rear wheels18 a, 18 b by a respective belt.

Referring now to FIG. 13, the control assembly 29 and a method ofcontrolling the motors 50 will be discussed in greater detail. Thismethod can be equally applied to the motors 52 a, 52 b discussed abovein relation to FIG. 9 as well.

As mentioned above, the control assembly 29 can independently controlthe motors 50 such that the motors 50 drive rotation of the first andsecond wheel assemblies 18 a, 18 b independent of each other. Thus, thecontrol assembly 29 can provide all wheel drive for the vehicle 10. Thiscan provide added stability for the vehicle 10, especially consideringthe relatively short wheel base of the vehicle 10. It will also beappreciated that the all wheel drive system can allow for increasedpower output with less energy draw, thereby making the vehicle 10 moreenergy efficient. Furthermore, power output can be varied between themotors 50 to thereby increase efficiency.

Assuming that the vehicle 10 is powered ON and the rider 12 has turnedthe throttle, the controller 30 can cause a corresponding amount ofcurrent, voltage, power, etc. to be supplied from the battery assembly26 to both motors 50 (block 92 in FIG. 13). In some embodiments,substantially equal amounts of current, voltage, power, etc.(substantially equal electrical input) can be delivered to the motors50.

Then, in decision block 93, it is determined whether the throttle hasbeen released, whether the brake lever has been actuated to deceleratethe vehicle, or whether the vehicle 10 has been powered down. If so(block 93 answered affirmatively), then the method is completed.However, if not (block 93 answered negatively), then the methodcontinues in block 94.

In decision block 94, the controller 30 compares an operating conditionof the motors 50 of the first and second wheel assemblies 18 a, 18 b.Specifically, the controller 30 can monitor and detect the currentlevel, voltage, power level, angular velocity, or any other operatingcondition or any output of the motors 50. Furthermore, the controller 30can determine whether these compared operating conditions are within apredetermined range of each other. In some embodiments, thepredetermined range can be between 90% and 100%, and in some additionalembodiments, the predetermined range can be between 95% and 100%. Thecontroller 30 can maintain the motors 50 within this range, forinstance, by employing comparative motor synchronization controlmethods.

If the operating conditions are outside the predetermined range (i.e.,block 94 answered negatively), then in block 96, the controller 30 canreduce power, voltage, current, etc. to one or both motors 50.Specifically, in some embodiments of block 96, the controller 30substantially simultaneously cuts power to both motors 50. Power can becut for a predetermined amount of time (e.g., a fraction of a second)before block 92 is repeated and power is restored to the motors 50. Themethod is looped as such until the throttle is released, the brakes areapplied, or the vehicle is shut down (block 93 answered affirmatively).

Operating as such, the controller 30 can provide traction control (i.e.,can reduce slippage of the wheel assemblies 18 a, 18 b). For instance,if the rear wheel 18 b begins to slip due to loss of traction on aslippery riding surface, the current level, angular velocity, or otheroperating condition of the rear wheel assembly 18 b can spike ascompared to the current level of the front wheel assembly 18 a. Thecontroller 30 can detect this substantial difference in current level ofthe wheel assemblies 18 a, 18 b, and the controller 30 can cut power toboth motors 50 of the wheel assemblies 18 a, 18 b for a fraction of asecond before re-supplying power to both. The controller 30 can repeatthis process until the rear wheel assembly 18 b regains traction and therespective operating conditions of the rear wheel assembly 18 b returnto within the range of the operating conditions of the front wheelassembly 18 a.

Furthermore, these methods can maintain both wheel assemblies 18 a, 18 bin contact with the road or other riding surface. For instance, if thefront wheel assembly 18 a begins to lift from the road (i.e., a“wheelie” condition), the current level, angular velocity, etc. of thefront wheel assembly 18 a is likely to ramp outside the predeterminedrange of the rear wheel assembly 18 b. The controller 30 can cut powerto both wheel assemblies 18 a, 18 b, thereby causing the front wheelassembly 18 a to regain contact with the road. The same control methodcan substantially prevent the rear wheel 18 b from lifting from the road(i.e., a “front end-o” condition). It will be appreciated that eitherwheel assembly 18 a, 18 b can lift from the riding surface withouthaving to cut power to the motors 50 (e.g., while riding on rougherterrain or off-roading) as long as the operation of the motors 50 stayswithin the predetermined range discussed above.

While riding through a turn, the wheel assemblies 18 a, 18 b will likelyrotate at different angular velocities. The difference in angularvelocity will depend on the radius of the turn. As stated, thecontroller 30 can maintain operation of the motors 50 within thepredetermined range. This range can be sufficiently wide to allow thewheel assemblies 18 a, 18 b to spin at different velocities to completemost turns. Also, if the vehicle 10 is travelling through a very tightturn, the controller 30 can temporarily cut power to one or both motors50 to allow the resultant difference in angular velocities of the motors50, thereby allowing the vehicle 10 to complete the turn.

Still further, because of these control methods, operations of themotors 50 can be automatically adapted for a wide variety of riders 12having different weights, heights, riding positions on the vehicle 10,grade, etc. More specifically, the vehicle 10 carrying a lighter weightrider 12 that rides primarily upright will have a different center ofgravity than the vehicle 10 carrying a heavier rider 12 riding primarilyhunched over. Regardless, the controller 30 can provide tractioncontrol, etc. in the same manner discussed above and illustrated in FIG.13. Accordingly, the controller 30 can automatically determineappropriate vehicle accelerations and/or decelerations for the currentriding surface, grade, rider weight, rider position, and/or vehicleloading. Thus the vehicle 10 can self-adapt for safe and stable riding,further enhancing stability.

Moreover, the controller 30 can maintain acceleration and/ordeceleration of the wheel assemblies 18 a, 18 b to within predeterminedlimits to improve ride quality. This can occur across all modes ofsteady state motor rotation and vehicle motion at coast and steady-stateapplied power.

Moreover, the motors 50 can be used for braking (decelerating) thevehicle. Specifically, one or more hand-brake control levers can bemounted to the handlebars 20, and upon actuating these levers,corresponding reverse voltage can be supplied to one or both motors 50(i.e., polarity can be reversed, current injection, etc.) to therebydecelerate the vehicle 10. The system can decelerate both wheels 18 a,18 b independently or equally. Electricity can also be generated in thisfashion for recharging the battery assembly 26. In some embodiments, thebraking can be selectively controlled by the user (e.g., by inducing theelectronic braking system to a percentage for coasting). In someembodiments, the vehicle 10 can include a switch that changes the modeof the motor(s) 50 between an electricity generating mode and a drivingmode (i.e., the switch can change the polarity supplied to the motor(s)when changing between these modes).

The controller 30 can also operate to detect various riding conditionsof the vehicle 10 that are suitable for switching the motor 50 to theelectricity generating mode and back to the driving mode. For instance,the controller 30 can detect that the rider 12 has actuated the brakelever, that the vehicle 10 is coasting, and/or that the vehicle istraveling downhill, each of which might cause the controller 30 toautomatically switch the motor 50 to generate electricity.

Also, in some embodiments, the controller 30 can cause one motor 50 togenerate electricity while the other motor 50 drivingly rotates itsrespective wheel assembly 18 a, 18 b. In other words, the motors 50 canbe operating in the electricity generating mode and driving modesimultaneously. Thus, at any given time, one motor 50 may switch toelectricity generating mode while the vehicle 10 is being propelled bythe other motor 50. This switching can occur on either the front motor50 or the rear motor 50 at any suitable time. In this situation, thepolarities supplied to the motors 50 would be opposite each other. Asstated, the controller 30 can operate to detect various ridingconditions that are suitable for placing the motors 50 simultaneously inthese opposite modes. For instance, this can occur during deceleration,acceleration, or constant velocity travel of the vehicle 10.

Furthermore, control methods similar to those discussed above can beapplied for resisting locking of the wheel assemblies 18 a, 18 b (i.e.,to operate as an anti-lock braking system). For instance, when thereverse voltage is applied to decelerate the motors 50, the controller30 can compare the operating conditions of the motors 50. Should theoperating conditions of one motor 50 fall outside the predeterminedrange of the other due to a locking condition of one motor 50, then thepower can be cut to both for a fraction of a second to unlock the motor50.

It will be appreciated that this electronic braking system can be analternative to or in addition to another braking system, such as ahydraulic braking system, mechanical braking system, etc. For instance,as shown in FIG. 12, the vehicle 10 can include a disc brake 92 andcalipers 94, which are each operably coupled to the wheel 18 a, 18 b ina known fashion. The disc brake 92 and calipers 94 can be disposed oneither side of the rim 72, adjacent either end cap 80, 82. For instance,in embodiments in which only one end cap 80, 82 is removably coupled tothe inner ring portion 76 and the other end cap 80, 82 is integrallyconnected to the ring portion 76, the disc brake 92 and calipers 94 canbe disposed on the side adjacent the removable end cap 80, 82.

The calipers 94 can selectively grip the disc brake 92 when the rider 12actuates the brake lever (e.g., due to flow of brake fluid, actuation ofa cable linkage, etc.) to thereby decelerate the wheel 18 a, 18 b. Thus,it will be appreciated that the disc brake 92 and calipers 94 can beused in addition to or instead of the electronic braking systemdiscussed above. Moreover, the braking system can brake only one of thewheels 18 a, 18 b in some embodiments. Also, in some embodiments, onlyone of the wheels 18 a, 18 b is equipped for electronic braking whilethe other wheel 18 a, 18 b is equipped for hydraulic or mechanicalbraking. It will be appreciated that the calipers 94 can be actuatedwithout the use of braking fluid and, instead, rely on actuation ofmechanical linkages such that the vehicle 10 does not include anyon-board brake fluids.

Referring now to FIG. 10, additional embodiments of an all wheel drivesystem for the vehicle 10 are illustrated. As shown, the vehicle 10 caninclude a front wheel sensor 51 a, a rear wheel sensor 51 b, and asteering angle sensor 53 (FIGS. 6 and 10). These sensors 51 a, 51 b, 53can be in communication with the controller 30 (FIG. 10). The sensors 51a, 51 b can be of any suitable type, such as a speed sensor,accelerometer, etc. The sensors 51 a, 51 b can detect one or morevarious characteristics of the respective wheels 18 a, 18 b, and thesensors 51 a, 51 b can transmit correlated signals to the controller 30.Also, the steering angle sensor 53 can determine the turning angle ofthe front wheel 18 a and can transmits correlated signals to thecontroller 30. The controller 30 can determine how to control the motors50 of the wheels 18 a, 18 b based on the input from the sensors 51 a, 51b, 53.

For instance, if the steering angle sensor 53 determines that the frontwheel 18 a is being turned past a threshold turning angle, thecontroller 30 can transmit control signals to cause each wheel 18 a, 18b to be driven at different speeds and to allow the wheels 18 a, 18 b totravel different distances through the turn. In some embodiments, thecontroller 30 can refer to a look-up table in the memory module 34 todetermine a desired speed differential or ratio of the front and rearwheels 18 a, 18 b according to the detected turning angle, and thecontroller 30 can control the speed of the wheels 18 a, 18 b accordingto the look-up table. Also, the wheel sensors 51 a, 51 b can provide thenecessary feedback signals to the controller 30 to confirm that thewheels 18 a, 18 b are rotating at the desired speed ratio.

Furthermore, the controller 30 can rely on the wheel sensors 51 a, 51 band voltage differentiation or current regulation (or angular velocity,etc.) to maintain traction control. For instance, if one or both of thewheel sensors 51 a, 51 b detects that the respective wheel 18 a, 18 b isslipping, the processor 32 can control the corresponding motor 50 at thewheel 18 a, 18 b to reduce torque and thereby reduce slippage.Accordingly, the stability of the vehicle 10 can be enhanced ormaintained.

Likewise, the controller 30 can similarly rely on the wheel sensors 51a, 51 b to detect whether one or more wheels has an excessive amount oftorque. For instance, if the rear wheel 18 b has excessive amount oftorque, the controller 30 can control the rear motor 50 b of the rearwheel 18 b to reduce torque and substantially reduce the likelihood ofthe front wheel 18 a lifting off the riding surface. Thus, thecontroller 30 can operate as an electronic anti-wheelie control.Likewise, the controller 30 can operate to reduce the likelihood of therear wheel 18 b lifting off the riding surface. The controller 30 canalso automatically adapt to the grade, riding surface, rider position,etc. as discussed above with respect to FIG. 13.

In addition, the controller 30 can control the brakes of the front andrear wheels 18 a, 18 b independently. For instance, the controller 30can control the brakes to prevent locking of the respective wheel(s) 18a, 18 b.

It will be appreciated that, in some embodiments, the traction control,stability control, and/or antilock braking systems can be realized bymonitoring the input and/or output of the motors 50 of each wheel 18 a,18 b. For instance, if power output from one motor 50 is outside apredetermined threshold (i.e., indicative of wheel slippage, etc.), thenthe controller 30 can reduce power to that motor 50 to maintain tractionand/or stability of the vehicle. Thus, the all wheel drive capability ofthe vehicle 10 can allow for simple, efficient, and relativelyinexpensive traction control, stability control, braking control, riderand vehicle calibration, and adaptation for different riding surfacesand grades.

As discussed above, the vehicle 10 can be modular and easilyreconfigured according to the desires of the rider 12, according to thedriving laws of a particular municipality, or for any other reason. Forinstance, the vehicle 10 can include interchangeable controllerassemblies 29 such that the control systems of the vehicle 10 can beupgraded and otherwise changed in a convenient manner. Moreover, othersystems of the vehicle 10 can be interchangeable. For instance, thewheels 18 a, 18 b can be interchanged, the outer body panel assembly 16can be easily interchanged or replaced, and other features of thevehicle 10 can be interchanged to change the aesthetics of the vehicle10, to change the riding quality of the vehicle 10, or for any otherappropriate reason.

The vehicle 10 can also include a ground lighting system 54 (as shown inFIG. 1). In some embodiments, the ground lighting system 54 can includea row of lights 55 on one or both sides of the vehicle 10, adjacent thefoot pegs 24. The lights 55 can project light toward the ground surfaceon either sides of the vehicle 10 while the vehicle 10 is moving. Theprojected light can form any shape on the ground surface. For instance,the lights 55 can project a substantially straight line on therespective sides of the vehicle 10, thereby defining a “lane” for thevehicle 10. Accordingly, the “lane” that is projected on the groundsurface can demarcate a space or perimeter area in which the vehicle 10is riding. This can help drivers in surrounding vehicles to avoid thevehicle 10 while moving. Also, the projected light from the groundlighting system 54 can be aesthetically pleasing.

Also, in some embodiments, the vehicle 10 can include various riderdetection features. For instance, the handlebars 20 can include variouspressure-sensitive sensors or other types of sensors for detecting thatthe rider 12 is grasping the handlebars 20. In addition, in someembodiments, the foot pegs 24 can include pressure sensors or othersensors for detecting that the rider 12 has placed his or her feet onthe foot pegs 24. Likewise, the seat 22 can include pressure sensors orother types of sensors for detecting that the rider 12 is seated on thevehicle 10. Also, these sensors can act as an automatic shutoff for thevehicle 10 if the rider 12 moves away from the vehicle 10 and/or isinadvertently thrown from the vehicle 10. Also, these sensors can beused to verify that the rider 12 is properly positioned on the vehicle10.

Moreover, these sensors can be user-specific. For instance, the vehicle10 can include a detection system that detects that a specific rider 12is riding the vehicle 10 to thereby prevent theft of the vehicle 10. Inaddition, in some embodiments, the rider 12 can be equipped with a keyfob or other identifier that electrically and wirelessly communicateswith the vehicle 10, and when the rider 12 with the key fob is within apredetermined perimeter of the vehicle 10, the vehicle 10 can be poweredand can be driven.

Moreover, the vehicle 10 can include various other features. Forinstance, the vehicle 10 can be equipped with a bike lock, a foldingseat, an external electrical outlet/charging/vehicle-to-vehicle chargingjack, a key lock, and a kickstand. Also, the vehicle 10 can include akill switch (e.g., a hard wired switch) for overriding and cutting powersupplied to the vehicle 10.

In summary, the vehicle 10 can be extremely compact and lightweight, yetthe vehicle 10 can be very safe and fun to ride. Also, the vehicle 10has several modular features, which makes the vehicle very versatile.Additionally, the vehicle 10 can be manufactured efficiently andrelatively inexpensively.

The foregoing description of the embodiments has been provided forpurposes of illustration and description. It is not intended to beexhaustive or to limit the invention. Individual elements or features ofa particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the invention, and all such modificationsare intended to be included within the scope of the invention.

What is claimed is:
 1. A two wheeled vehicle with a first wheel and asecond wheel, the first and second wheels having a respective axis ofrotation, the axes of rotation being non-aligned with each other, thetwo wheeled vehicle comprising: a power source; a first electrical motoroperable to draw a first current from the power source to drivinglyrotate the first wheel; a second electrical motor operable to draw asecond current to drivingly rotate the second wheel; a controlleroperable to independently control the first and second electrical motorsto drive rotation of the first and second wheels independent of eachother; a first sensor that is operable to detect the first current ofthe first electrical motor; and a second sensor that is operable todetect the second current of the second electrical motor, wherein thecontroller is operable to compare the first current to the secondcurrent, and wherein the controller is operable to control the first andsecond electrical motors to substantially maintain the first current andthe second current within a predetermined range of each other.
 2. Thetwo wheeled vehicle of claim 1, wherein the controller substantiallymaintains the first current and the second current between approximately100% and 90% of each other.
 3. The two wheeled vehicle of claim 2,wherein the controller substantially maintains the first current and thesecond current between approximately 100% and 95% of each other.
 4. Thetwo wheeled vehicle of claim 1, wherein the controller substantiallymaintains the first current and the second current within thepredetermined range of each other by reducing power to at least one ofthe first and second electrical motors when the first current and thesecond current are outside the predetermined range of each other.
 5. Thetwo wheeled vehicle of claim 4, wherein the controller is operable tosubstantially simultaneously cut off power to both the first and secondelectrical motors for a predetermined time period when the first currentand the second current are outside the predetermined range of eachother, and wherein the controller is operable to restore power to boththe first electrical motor and the second electrical motor after thepredetermined time period.
 6. The two wheeled vehicle of claim 5,wherein the controller is operable to at least one of; reduce slippageof at least one of the first and second wheels on a riding surface;maintain contact of at least one of the first and second wheel with theriding surface; and allow a difference in a respective angular velocityof the first and second wheels for completing a turn.
 7. The two wheeledvehicle of claim 1, wherein at least one of the first and secondelectrical motors is operable to generate electricity.
 8. The twowheeled vehicle of claim 7, wherein the first electrical motor isoperable to generate electricity while the second electrical motordrivingly rotates the second wheel.
 9. The two wheeled vehicle of claim1, wherein at least one of the first wheel and the second wheel includesa tire and a rim, and wherein at least one of the first electrical motorand the second electrical motor is housed within the rim.
 10. A methodof controlling a two wheeled vehicle with a first wheel and a secondwheel, the first and second wheels having a respective axis of rotation,the axes of rotation being non-aligned with each other, the methodcomprising: providing a first electrical motor operable to drivinglyrotate the first wheel; providing a second electrical motor operable todrivingly rotate the second wheel; independently controlling the firstand second electrical motors to drive rotation of the first and secondwheels independent of each other; comparing a first operating conditionof the first electrical motor to a second operating condition of thesecond electrical motor; substantially simultaneously cutting off powerto both the first and second electrical motors for a predetermined timeperiod when the first operating condition of the first electrical motorand the second operating condition of the second electrical motor areoutside of a predetermined range of each other; and restoring power toboth the first and second electrical motors after the predetermined timeperiod.
 11. The method of claim 10, wherein comparing the firstoperating condition of the first electrical motor to the secondoperating condition of the second electrical motor includes comparing atleast one of a current level, a voltage, a power level, and an angularvelocity of the first and second electrical motors.
 12. The method ofclaim 10, wherein substantially simultaneously cutting off powerincludes at least one of: reducing slippage of at least one of the firstand second wheel on a riding surface; maintaining contact of at leastone of the first and second wheel with the riding surface; and allowinga difference in a respective angular velocity of the first and secondwheels for completing a turn.
 13. The method of claim 10, furthercomprising generating electricity with at least one of the first andsecond electrical motors during deceleration of the two wheeled vehicle.14. The method of claim 13, wherein generating electricity includesgenerating electricity with the first electrical motor while the secondelectrical motor drivingly rotates the second wheel.
 15. A two wheeledvehicle comprising: a power source; a first wheel that rotates about afirst axis of rotation, and a first electrical motor, the firstelectrical motor operable draw a first current from the power source todrivingly rotate the first wheel; a second wheel that rotates about asecond axis of rotation, and a second electrical motor, the first andsecond axes of rotation being non-aligned with each other, the secondelectrical motor operable draw a second current from the power source todrivingly rotate the second wheel; a first sensor that is operable todetect the first current of the first electrical motor; a second sensorthat is operable to detect the second current of the second electricalmotor; and a controller operable to independently control the first andsecond electrical motors to drive rotation of the first and secondwheels independent of each other, the controller being operable tocompare the first current to the second current, the controller alsobeing operable to substantially simultaneously cut off power to both thefirst and second electrical motors for a predetermined time period whenthe first current and the second current are outside a predeterminedrange of each other, the controller further being operable to restorepower to both the first electrical motor and the second electrical motorafter the predetermined time period.
 16. The two wheeled vehicle ofclaim 15, wherein the controller is operable to substantiallysimultaneously cut off power to both the first and second electricalmotors when the first current and the second current are less thanapproximately 90% of each other.
 17. The two wheeled vehicle of claim16, wherein the controller is operable to substantially simultaneouslycut off power to both the first and second electrical motors when thefirst current and the second current are less than approximately 95% ofeach other.
 18. The two wheeled vehicle of claim 15, wherein thecontroller is operable to at least one of: reduce slippage of at leastone of the first and second wheels on a riding surface; maintain contactof at least one of the first and second wheel with the riding surface;and allow a difference in a respective angular velocity of the first andsecond wheels for completing a turn.
 19. The two wheeled vehicle ofclaim 15, wherein at least one of the first and second electrical motorsis operable to generate electricity.
 20. The two wheeled vehicle ofclaim 19, wherein the first electrical motor is operable to generateelectricity while the second electrical motor drivingly rotates thesecond wheel.